EP1398519B1 - Multi-disc clutch - Google Patents

Multi-disc clutch Download PDF

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Publication number
EP1398519B1
EP1398519B1 EP02026125A EP02026125A EP1398519B1 EP 1398519 B1 EP1398519 B1 EP 1398519B1 EP 02026125 A EP02026125 A EP 02026125A EP 02026125 A EP02026125 A EP 02026125A EP 1398519 B1 EP1398519 B1 EP 1398519B1
Authority
EP
European Patent Office
Prior art keywords
clutch
cooling oil
flow
transmission
multiple disc
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP02026125A
Other languages
German (de)
French (fr)
Other versions
EP1398519A2 (en
EP1398519A3 (en
Inventor
Thomas Strasser
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Sachs AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Sachs AG filed Critical ZF Sachs AG
Priority to EP03018439A priority Critical patent/EP1398520A3/en
Priority to DE10337556A priority patent/DE10337556A1/en
Publication of EP1398519A2 publication Critical patent/EP1398519A2/en
Publication of EP1398519A3 publication Critical patent/EP1398519A3/en
Application granted granted Critical
Publication of EP1398519B1 publication Critical patent/EP1398519B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/60—Clutching elements
    • F16D13/64—Clutch-plates; Clutch-lamellae
    • F16D13/648—Clutch-plates; Clutch-lamellae for clutches with multiple lamellae
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/72—Features relating to cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/10—Clutch systems with a plurality of fluid-actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/12—Details not specific to one of the before-mentioned types
    • F16D25/123—Details not specific to one of the before-mentioned types in view of cooling and lubrication
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/12—Details not specific to one of the before-mentioned types
    • F16D25/14—Fluid pressure control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D48/0206—Control by fluid pressure in a system with a plurality of fluid-actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/062—Control by electric or electronic means, e.g. of fluid pressure of a clutch system with a plurality of fluid actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D2048/0227—Source of pressure producing the clutch engagement or disengagement action within a circuit; Means for initiating command action in power assisted devices
    • F16D2048/0233—Source of pressure producing the clutch engagement or disengagement action within a circuit; Means for initiating command action in power assisted devices by rotary pump actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D2048/0257—Hydraulic circuit layouts, i.e. details of hydraulic circuit elements or the arrangement thereof
    • F16D2048/0287—Hydraulic circuits combining clutch actuation and other hydraulic systems
    • F16D2048/029—Hydraulic circuits combining clutch actuation with clutch lubrication or cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50206—Creep control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50224—Drive-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5104—Preventing failures
    • F16D2500/5106—Overheat protection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70452—Engine parameters
    • F16D2500/70458—Engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths

Definitions

  • the invention relates to a multi-plate clutch whose friction surfaces with a controllable cooling oil flow are oil cooled, with an outer disc carrier with outer plates and a first connection element for transmitting torque, with an inner disk carrier with inner disks and a second connecting member equipped for torque transmission, for a gear transmission with a plurality of positive clutches in a drive train of a motor vehicle.
  • the cooling oil flow can not be switched off when the clutch is or is closed, and can not be activated when the multi-plate clutch is completely open.
  • mechanical valves which can release the cooling oil flow, known (e.g., EP 0 822 350 B1, EP 1 081 401 A2).
  • EP 0 822 350 B1, EP 1 081 401 A2 e.g., EP 0 822 350 B1, EP 1 081 401 A2.
  • the invention provides that the cooling oil flow is controlled in dependence on operating parameters of the vehicle. Especially is advantageous if the cooling oil flow in preparation for a closing a clutch of the gear transmission is turned off.
  • the cooling oil flow is shut off by an oil pump, which is powered by an electric machine is driven, is turned off.
  • the cooling oil flow which of a combustion engine driven oil pump is delivered by switching a directional control valve is deflected and no longer flows through the disk pack.
  • a control unit is provided which receive switching signals can and then turn off the cooling oil flow.
  • Another favorable embodiment provides that the multi-plate clutch in a multiple clutch device with at least two multi-plate clutches is arranged, and that the gear transmission as power shiftable dual-clutch transmission is trained.
  • An advantage of this embodiment is an arrangement the multi-plate clutch radially superimposed, the cooling oil flow the Multi-plate clutches flows through from radially inward to radially outward.
  • the invention further relates to a method for operating a motor vehicle belonging to a drive train having oil-cooled friction surfaces of a multi-plate clutch, which is located between a drive unit and a gear transmission. According to the invention it is provided that the cooling oil flow is switched off in preparation for closing a clutch of the gear transmission.
  • the cooling oil volume flow becomes depending on the difference of the instantaneous speed of the synchronizing rotating gear parts to the synchronous speed controlled.
  • the Transmission spread between higher adjacent gears, z. B. the fifth Gear and the sixth gear, is generally lower than between lower neighboring corridors.
  • Fig. 1 is a schematic representation of an engine 12 of a motor vehicle represented, which via the multi-plate clutch 1 torque to the gear transmission 9 can transmit.
  • the internal combustion engine 12 by a first Connecting member 5 is connected to the outer disk carrier 3 of the multi-plate clutch 1.
  • the outer disks 4 are arranged in a form-fitting manner.
  • the inner disk carrier 6 sits the inner plates 7, which with the outer plates 4 form a disk set.
  • the inner disk carrier 6 is over the connecting member 8 fixedly connected to the transmission input shaft 18.
  • the foreign and inner plates 4, 7 are arranged alternately and can by means of of the piston 28 are compressed.
  • the piston 28 we usually hydraulically actuated, for which a pressure oil supply, not shown, is used.
  • the Disc pack can also be compressed electromechanically.
  • Upon actuation of the multi-plate clutch is on the friction surfaces 2 of the outer disk 4 and the inner disk 7 torque on the transmission input shaft 18th transfer.
  • Parallel to the transmission input shaft 18 is the transmission output shaft 21 arranged.
  • a gear is designed as a ring gear, which be positively connected by means of the clutches 10 with the shaft can, on which it sits.
  • the clutches 10 of the illustrated automated Drivetrain are by means of transmission actuators 24, which are not closer are shown switched.
  • the clutches 10 are axially on the transmission input shaft 18 and transmission output shaft 21 moved.
  • an electronic control device (ECU) 15 is provided.
  • the control device 15 is connected via signal lines 23 with the transmission actuators 24 as well as with the cooling oil supply and with the Shift lever 22 connected.
  • the control unit can both signals, such.
  • the cooling oil supply consists essentially of an oil sump 26, from which means an oil pump 11 via an oil filter 25 by means of oil lines 27 cooling oil in the Multi-plate clutch can be promoted. In Fig.
  • the 1 is an electric machine 13 as a drive of the oil pump 11.
  • the oil pump can also be via gears Internal combustion engine driven by the vehicle engine.
  • the directional control valve 14 is actuated by the control unit 15, and can be switched essentially in two switching positions. In the first Switching position, the oil pump 11 via an oil line 27 with the multi-plate clutch 1 connected. In the second switching position, the oil pump 11 promotes the oil back into the oil sump 26. By switching the directional control valve 14 can thus a Cooling oil flow through the multi-plate clutch 1 are enabled or disabled.
  • the clutches 10 symbolically represented here are conical trained and represent synchronizations, which over cone-shaped trained friction surfaces, the speeds of the idler gear and the associated gear shaft synchronize. With equal speed of the idler gear and the gear shaft This is achieved by further axial displacement of the clutch 10th positively connected to the transmission shaft. Subsequently, the cooling oil flow activated again by means of the control unit 15 and the piston 28 is in Direction closing the multi-plate clutch 1 driven.
  • the drive train of a motor vehicle is shown, which is an automated, power shift dual clutch transmission 17 and a multiple clutch device 16 has.
  • the multiple clutch device 16 two multi-plate clutches nested radially, each one Transmission input shaft is assigned.
  • the radially outer multi-plate clutch 1 connected to the inner transmission input shaft 18 and the inner Multi-plate clutch is connected to the outer formed as a hollow shaft 19 transmission input shaft connected.
  • the gear ratios of the odd gears (1, 3, 5) be by means of the inner multi-plate clutch 1 with the internal combustion engine 12th connected.
  • the straight gear ratios (2, 4, 6) are the radially outer multi-plate clutch 1 assigned.
  • the cooling oil is conveyed by means of an oil pump 111a, which is driven by the engine 12, from the oil sump 26, the filter 25, by means of a proportional directional valve 114 via a not illustrated rotary feedthrough between the multiple coupling device 16 and the dual clutch transmission 17 in the multiple clutch device 16 introduced radially inward.
  • the proportional valve 114 is via a signal line 23 connected to the control unit 15 and is driven by this.
  • To the Cooling of the friction surfaces flows through the two from radially inward to radially outward Multi-plate clutches 1 in succession.
  • the skilled person is of course aware that the cooling oil by means of suitable Fluidleitan angelen also targeted to the can lead to cooling fins.
  • the proportional valve 114 is connected, that the oil pump 111 a, the oil substantially without pressure back into the oil sump 26 promotes.
  • the multi-plate clutch which assigned to the gear ratio to be switched is, by means of control of the associated proportional pressure control valve 116 opened, and the gear stage to be engaged by means of the associated Clutch 10 is inserted through the transmission actuator 24. Subsequently, will the cooling oil flow by driving the valve 114 turned on again and a Overlapping circuit of the two multi-plate clutches 1 performed. in this connection by driving the two pressure control valves 116, the multi-plate clutch 1 of the new gear closed and at the same time the multi-plate clutch of the old Ganges open. Then the old gear can be laid out.
  • a malfunction of the actuator can z. B. detected via the pressure sensors 122. In this case deliver the pressure sensors pressure values which are lower than those to be set Pressures in the piston chambers of the multi-plate clutch 1.
  • the cause of such Malfunction can z. B. a faulty connection of the control device 15 be with the pressure control valves 26. Furthermore, a faulty control the electric machine 13 or a Komplettaufall the same cause be the malfunction.
  • a torque transmission between to produce the internal combustion engine 12 and the drive wheels of the motor vehicle and to be able to move this in an emergency drive is the drag torque of the cooling oil, which is arranged on the transmission side Inner fins 7 acts, used.
  • the proportional directional valve 114 is so installed so that it is switched in the de-energized state that it is the cooling oil flow to the multiple clutch device 16 passes. So can also in case of total failure the electronic control unit 15, in which the directional control valve 114 can no longer be controlled, a Notfahrfunktiontechnisch ensured become.
  • the internal combustion engine driven cooling oil pump 111 a promotes in this case, the cooling oil automatically to the disk packs.
  • the drag torque not only in a malfunction of the actuator for torque transmission serves, but also in the presence of further operating parameters of the motor vehicle.
  • the set by the actuator pressure torque of the coupling device more precisely. This is realized by the fact that the Size of the flowing through the blades 4,7 cooling oil flow by means of the directional control valve 114 is set.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Mechanical Operated Clutches (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

The device (1) has a friction surface cooled by a controlled cooling oil flow, an outer lamella carrier (3) with outer lamellas (4) and a first connecting element (5) for torque transfer, an inner lamella carrier (6) with inner lamellas (7) and a second connecting element (8) for torque transfer. The cooling oil flow is shut off or turned on depending on operating parameters of the motor vehicle AN Independent claim is also included for the following: (a) a method of operating a drive train for a motor vehicle.

Description

Die Erfindung bezieht sich auf eine Lamellenkupplung, deren Reibflächen mit einem steuerbaren Kühlölstrom ölgekühlt sind, die mit einem Außenlamellenträger mit Außenlamellen und einem ersten Anschlussglied zur Drehmomentübertragung, mit einem Innenlamellenträger mit Innenlamellen und einem zweiten Anschlussglied zur Drehmomentübertragung ausgestattet ist, für ein Zahnradgetriebe mit einer Mehrzahl von formschlüssigen Schaltkupplungen in einem Antriebsstrang eines Kraftfahrzeugs.The invention relates to a multi-plate clutch whose friction surfaces with a controllable cooling oil flow are oil cooled, with an outer disc carrier with outer plates and a first connection element for transmitting torque, with an inner disk carrier with inner disks and a second connecting member equipped for torque transmission, for a gear transmission with a plurality of positive clutches in a drive train of a motor vehicle.

Es sind bereits Lamellenkupplungen bekannt (z. B. DE 198 30 951 A1), bei denen Außenlamellen, welche in einem Außenlamellenträger gehalten werden und Innenlamellen, die einem Innenlamellenträger zugeordnet sind, ein Lamellenpaket darstellen, welches mit Kühlöl gekühlt wird. Die Lamellenkupplung wird mittels eines Hydraulikkolbens betätigt. In der Kupplungseinrichtung ist ein Ventil vorgesehen, welches einen Fluidstrom zur Kühlung der Lamellen der Kupplung nur dann zu den Lamellen freigibt, wenn die Kupplung geschlossen wird oder ist. Dieses Ventil wird mittels des Hydraulikkolbens betätigt. Im geöffneten Zustand verschließt das Ventil den Zugang für den Fluidstrom zu den Lamellen. Nachteilig ist hierbei, dass der Kühlölstrom direkt von der Betätigungsstellung des Hydraulikkolbens abhängt. Somit kann der Kühlölstrom nicht abgeschaltet werden wenn die Kupplung geschlossen wird oder ist, und kann nicht aktiviert werden wenn die Lamellenkupplung komplett geöffnet ist. Weiterhin sind mechanische Ventile, welche den Kühlölfluss freigeben können, bekannt (z.B. EP 0 822 350 B1, EP 1 081 401 A2). Auch hier wird bei Betätigung des Kupplungskolbens in Richtung Einrücken des Lamellenpaketes der Kühlölkanal geöffnet. Es entsteht dabei der Vorteil, dass bei geöffneter Lamellenkupplung kein Kühlöl durch die Lamellen fließt und dabei ein Schleppmoment erzeugt. Nachteilig hierbei ist wiederum die direkte Abhängigkeit des Kühlölstromes von der Stellung des Betätigungskolbens.There are already known multi-disc clutches (eg DE 198 30 951 A1), in which Outer plates, which are held in an outer disc carrier and Inner disks, which are assigned to an inner disk carrier, a disk pack represent, which is cooled with cooling oil. The multi-plate clutch is using a hydraulic piston is actuated. In the coupling device, a valve is provided, which only has a fluid flow for cooling the fins of the clutch then releases to the slats when the clutch is closed or is. This valve is actuated by means of the hydraulic piston. In the open state the valve closes the access for the fluid flow to the fins. adversely Here is that the cooling oil flow directly from the operating position of the hydraulic piston depends. Thus, the cooling oil flow can not be switched off when the clutch is or is closed, and can not be activated when the multi-plate clutch is completely open. Furthermore, mechanical valves, which can release the cooling oil flow, known (e.g., EP 0 822 350 B1, EP 1 081 401 A2). Again, upon actuation of the clutch piston in the direction Engaging the disk pack, the cooling oil duct open. It arises here the advantage that when the multi-plate clutch is open no cooling oil through the fins flows while creating a drag torque. The disadvantage here is again the direct dependence of the cooling oil flow on the position of the actuating piston.

Weiterhin sind mechanische Ventile bekannt, welche den Kühlölstrom unterbrechen, wenn die Kupplung komplett eingerückt ist (z. B. US 6 098 771, US 6 206 163 B1). Hierbei wird der Betätigungskolben der Lamellenkupplung hydraulisch zugedrückt, wobei bei ansteigendem Betätigungsdruck des Öls das mechanische Ventil geschlossen wird, sodass kein Kühlöl mehr durch das Lamellenpaket fließen kann. Nachteilig ist auch hier die direkte Abhängigkeit des Kühlölflusses von der Betätigungsstellung des Kupplungskolbens.Furthermore, mechanical valves are known which interrupt the cooling oil flow, when the clutch is fully engaged (eg US 6 098 771, US 6,206 163 B1). In this case, the actuating piston of the multi-plate clutch is hydraulic closed, with increasing operating pressure of the oil, the mechanical Valve is closed, so that no more cooling oil flow through the disk pack can. Another disadvantage is the direct dependence of the cooling oil flow of the actuating position of the clutch piston.

Aus der DE 198 00 490 A1 sind radial ineinander geschachtelte Lamellenkupplungen bekannt. Hierbei wird mittels eines Betätigungskolbens, der Kühlölstrom gezielt zu den einzelnen Lamellenpaketen gelenkt. Nachteilig ist auch hier wiederum, dass der Weg des Fluidstromes abhängig von der Betätigungsstellung des Druckkolbens ist.From DE 198 00 490 A1 are radially nested multi-plate clutches known. Here, by means of an actuating piston, the cooling oil flow specifically directed to the individual disk packs. Again, the disadvantage is that the path of the fluid flow depends on the operating position of the Pressure piston is.

Darüber hinaus ist aus der deutschen Anmeldeschrift der Anmelderin eine Lamellenkupplung für ein Kraftfahrzeuggetriebe bekannt (z. B. DE 101 28 856 A1), bei welcher das Kühlöl mittels einer Kühlölpumpe bereitgestellt wird. Hierbei kann das Volumen des Kühlölstromes mittels der regelbaren Ölförderpumpe gesteuert werden. Durch Abregeln der Ölförderpumpe kann der Kühlölfluss durch die Lamellen verringert oder komplett abgeschaltet werden. Die Förderleistung der Pumpe kann somit gezielt auf den Kühlöl-Volumenbedarf der Lamellenpakete eingestellt werden.In addition, from the German application of the Applicant a multi-plate clutch for a motor vehicle transmission known (eg, DE 101 28 856 A1), at which the cooling oil is provided by means of a cooling oil pump. Here can Controlled the volume of cooling oil flow by means of the controllable oil feed pump become. By adjusting the oil feed pump, the cooling oil flow through the fins be reduced or switched off completely. The delivery rate of Pump can thus be adjusted specifically to the cooling oil volume requirement of the disk packs become.

Hiervon ausgehend ist es Aufgabe der Erfindung, eine Steuerung eines Kühlölstromes einer Lamellenkupplung, welche einem Zahnradgetriebe mit einer Mehrzahl von formschlüssigen Schaltkupplungen zugeordnet ist, derart weiterzubilden, dass die Steuerung des Kühlölstromes der Lamellenkupplung abhängig vom gewünschten Schleppmoment der Lamellenkupplung erfolgt.On this basis, it is an object of the invention to control a cooling oil flow a multi-plate clutch, which a gear transmission with a plurality is assigned by positive clutches, so educate, that the control of the cooling oil flow of the multi-plate clutch depends on the desired Drag torque of the multi-plate clutch takes place.

Zur Lösung dieser Aufgabe ist erfindungsgemäß vorgesehen, dass der Kühlölstrom in Abhängigkeit von Betriebsparametern des Fahrzeugs gesteuert wird. Besonders vorteilhaft ist, wenn der Kühlölstrom in Vorbereitung eines Schließens einer Schaltkupplung des Zahnradgetriebes abgeschaltet wird. Vorzugsweise wird der, Kühlölstrom abgeschaltet, indem eine Ölpumpe, welche durch eine Elektromaschine angetrieben wird, abgeschaltet wird. In einer weiteren günstigen Ausgestaltung ist vorgesehen, dass der Kühlölstrom, welcher von einer verbrennungsmotorisch angetriebenen Ölpumpe geliefert wird, durch Schalten eines Wegeventils umgelenkt wird und nicht mehr durch das Lamellenpaket fließt. Vorzugsweise ist eine Steuereinheit vorgesehen, welche Schaltsignale empfangen kann und daraufhin den Kühlölstrom abschalten kann. Nach einem weiteren wesentlichen Merkmal der Erfindung wird nach dem Schließen der Schaltkupplung des Zahnradgetriebes der Kühlölstrom durch die Lamellenkupplung mittels der Steuereinheit wieder angeschaltet.To solve this problem, the invention provides that the cooling oil flow is controlled in dependence on operating parameters of the vehicle. Especially is advantageous if the cooling oil flow in preparation for a closing a clutch of the gear transmission is turned off. Preferably the, cooling oil flow is shut off by an oil pump, which is powered by an electric machine is driven, is turned off. In another favorable embodiment is provided that the cooling oil flow, which of a combustion engine driven oil pump is delivered by switching a directional control valve is deflected and no longer flows through the disk pack. Preferably a control unit is provided which receive switching signals can and then turn off the cooling oil flow. After another essential Feature of the invention is after closing the clutch of the gear transmission, the cooling oil flow through the multi-plate clutch by means of Control unit switched on again.

Eine weitere günstige Ausführungsform sieht vor, dass die Lamellenkupplung in einer Mehrfachkupplungseinrichtung mit mindestens zwei Lamellenkupplungen angeordnet ist, und dass das Zahnradgetriebe als lastschaltbares Doppelkupplungsgetriebe ausgebildet ist. Vorteilhaft bei dieser Ausführungsform ist eine Anordnung der Lamellenkupplung radial übereinander, wobei der Kühlölstrom die Lamellenkupplungen von radial innen nach radial außen durchströmt.Another favorable embodiment provides that the multi-plate clutch in a multiple clutch device with at least two multi-plate clutches is arranged, and that the gear transmission as power shiftable dual-clutch transmission is trained. An advantage of this embodiment is an arrangement the multi-plate clutch radially superimposed, the cooling oil flow the Multi-plate clutches flows through from radially inward to radially outward.

Eine vorteilhafte Ausgestaltung der Schaltkupplungen des Zahnradgetriebes sieht eine konusförmige Ausgestaltung der Schaltkupplungen vor. Zum Einlegen einer neuen Übersetzungsstufe des Zahnradgetriebes werden die Schaltpakete axial verschoben, wobei die Synchronisierung der Drehzahlen der Getriebeeingangswelle mit der Drehzahl des Losrades der einzulegenden Übersetzungsstufe kraftschlüssig erfolgt. Erst nach erfolgter Synchronisation wird die Schaltkupplung vollständig eingerückt, wobei das Losrad formschlüssig mit der ihm zugehörigen Welle verbunden wird. Um die Schaltkupplungen zu schonen, müssen die Synchronkräfte möglichst gering gehalten werden. Dazu ist es notwendig, das Schleppmoment, welches auch bei geöffneter Lamellenkupplung durch durchfließendes Kühlöl entsteht und auf die Getriebewelle übertragen wird, zu minimieren. Erfindungsgemäß ist vorgesehen, dass bei einem Gangwechsel des Getriebes in Vorbereitung des Gangswechsels der Kühlölstrom abgeschaltet und die Lamellenkupplung geöffnet wird. Zum Wechsel der Übersetzungsstufe wird der alte Gang mittels Öffnen der ihm zugeordneten Schaltkupplung ausgelegt, und der neue Gang durch Schließen der ihm zugeordneten Schaltkupplung eingelegt. Anschließend wird der Kühlölstrom wieder zugeschaltet und die Lamellenkupplung geschlossen.An advantageous embodiment of the clutches of the gear transmission sees a cone-shaped configuration of the clutches before. To insert a new gear ratio of the gear train, the switching packages are axially shifted, with the synchronization of the speeds of the transmission input shaft with the speed of the idler gear to be inserted gear stage frictionally he follows. Only after synchronization is the clutch fully engaged with the idler gear positively with its associated Wave is connected. To protect the clutches, the synchronizing forces must be kept as low as possible. For this it is necessary that Drag torque, which also with open multi-plate clutch by flowing Cooling oil is produced and transferred to the transmission shaft, to minimize. According to the invention it is provided that during a gear change of the transmission in Preparing the gear change the cooling oil flow switched off and the multi-plate clutch is opened. To change the gear ratio is the old gear designed by opening its associated clutch, and the new Gear engaged by closing its associated clutch. Subsequently the cooling oil flow is switched on again and the multi-plate clutch is closed.

Die Erfindung betrifft ferner ein Verfahren zum Betrieb eines zu einem Kraftfahrzeug gehörenden Antriebsstrangs, der ölgekühlte Reibflächen einer Lamellenkupplung aufweist, welche sich zwischen einer Antriebseinheit und einem Zahnradgetriebe befindet.
Erfindungsgemäß ist dabei vorgesehen, dass der Kühlölstrom in Vorbereitung eines Schließens einer Schaltkupplung des Zahnradgetriebes abgeschaltet wird.The invention further relates to a method for operating a motor vehicle belonging to a drive train having oil-cooled friction surfaces of a multi-plate clutch, which is located between a drive unit and a gear transmission.
According to the invention it is provided that the cooling oil flow is switched off in preparation for closing a clutch of the gear transmission.

Entspricht die Drehzahl der zu synchronisierenden drehenden Getriebeteile und dem getriebeseitig angeordneten Lamellenträger und seinen Lamellen im Wesentlichen der Drehzahl der Synchrondrehzahl der einzulegenden Gangstufe, kann natürlich auf das Abschalten des Kühlölstroms verzichtet werden, da die Schleppmomente der Lamellen nicht wesentlich zur aufzubringenden Synchronleistung beitragen. In einem weiteren erfindungsgemäßem Verfahren wird der Kühlölvolumenfluss in Abhängigkeit von der Differenz der momentanen Drehzahl der zu synchronisierenden drehenden Getriebeteile zur Synchrondrehzahl gesteuert. Die Getriebespreizung zwischen höheren benachbarten Gängen, z. B. dem fünften Gang und dem sechsten Gang, ist im Allgemeinen geringer als zwischen niedrigeren benachbarten Gängen. Dadurch kann durch die geringere zu synchronisierende Differenzdrehzahl ein Absenken des Kühlölflusses ausreichen um die Synchronkraft beim Einlegen der neuen Gangstufe unter einen Schwellwert zu senken, ohne dass ein komplettes Abschalten des Kühlölflusses notwendig ist. Auch ist es natürlich klar, dass weitere Faktoren, welche die Größe des Schleppmoments bestimmen, wie zum Beispiel die Kühlöltemperatur von der Steuereinheit verarbeitet werden und die Steuerung des Kühlölflusses beeinflussen. So wird erfindungsgemäß der Kühlölstrom bei relativ kaltem Kühlöl, welches ein höheres Schleppmoment erzeugt als wärmeres, eher komplett abgeschaltet als bei sich auf Betriebstemperatur befindlichem Kühlöl. Corresponds to the speed of the rotating gear parts to be synchronized and the transmission side arranged plate carrier and its slats substantially the speed of the synchronous speed of the gear stage to be engaged, of course to dispense with the shutdown of the cooling oil flow, since the drag torque the slats not essential to be applied synchronous power contribute. In a further method according to the invention, the cooling oil volume flow becomes depending on the difference of the instantaneous speed of the synchronizing rotating gear parts to the synchronous speed controlled. The Transmission spread between higher adjacent gears, z. B. the fifth Gear and the sixth gear, is generally lower than between lower neighboring corridors. This can be synchronized by the lower Differential speed Lowering the cooling oil flow is sufficient for the synchronizing force to lower below a threshold when engaging the new gear, without a complete shutdown of the cooling oil flow is necessary. Also Of course, it is clear that other factors that affect the size of the drag determine, such as the cooling oil temperature of the control unit be processed and influence the control of the cooling oil flow. So will According to the invention, the cooling oil flow at relatively cold cooling oil, which is a higher Drag torque generated as warmer, more completely turned off than in itself operating temperature cooling oil.

Bevorzugte Ausführungsbeispiele sind in den Figuren schematisch dargestellt.Preferred embodiments are shown schematically in the figures.

Es zeigt:

Fig. 1
Eine schematische Darstellung eines Antriebsstrangs eines Kraftfahrzeuges mit Lamellenkupplung und Zahnradgetriebe, eine zugehörige Kühlölversorgung und eine dazugehörige Steuereinheit;
Fig. 2
einen Antriebsstrang eines Kraftfahrzeuges mit einem Doppelkupplungsgetriebe und zugehöriger Mehrfachkupplungseinrichtung, sowie zugehöriger Ölversorgung.
It shows:
Fig. 1
A schematic representation of a drive train of a motor vehicle with multi-plate clutch and gear transmission, an associated cooling oil supply and an associated control unit;
Fig. 2
a drive train of a motor vehicle with a dual-clutch transmission and associated multiple clutch device, and associated oil supply.

In Fig. 1 ist in schematischer Darstellung ein Motor 12 eines Kraftfahrzeuges dargestellt, welcher über die Lamellenkupplung 1 Drehmoment an das Zahnradgetriebe 9 übertragen kann. Hierzu ist der Verbrennungsmotor 12 durch ein erstes Anschlussglied 5 mit dem Außenlamellenträger 3 der Lamellenkupplung 1 verbunden. Im Außenlamellenträger 3 sind die Außenlamellen 4 formschlüssig angeordnet. Auf dem Innenlamellenträger 6 sitzen die Innenlamellen 7, welche mit den Außenlamellen 4 ein Lamellenpaket bilden. Der Innenlamellenträger 6 ist über das Anschlussglied 8 mit der Getriebeeingangswelle 18 fest verbunden. Die Außen- und Innenlamellen 4, 7 sind abwechselnd angeordnet und können mittels des Kolbens 28 zusammengedrückt werden. Der Kolben 28 wir üblicherweise hydraulisch betätigt, wozu eine nicht dargestellte Druckölversorgung dient. Das Lamellenpaket kann aber auch elektromechanisch zusammengedrückt werden. Bei Betätigung der Lamellenkupplung wird über die Reibflächen 2 der Außenlamellen 4 und der Innenlamellen 7 Drehmoment auf die Getriebeeingangswelle 18 übertragen. Parallel zur Getriebeeingangswelle 18 ist die Getriebeausgangswelle 21 angeordnet. Die Zahnräder, welche auf der Getriebeeingangswelle 18 und der Getriebeausgangswelle 21 sitzen und miteinander kämmen, bilden die Übersetzungsstufen 20. Hierbei ist jeweils ein Zahnrad als Hohlrad ausgebildet, welches mittels den Schaltkupplungen 10 formschlüssig mit der Welle verbunden werden kann, auf welcher es sitzt. Die Schaltkupplungen 10 des dargestellten automatisierten Antriebsstranges werden mittels Getriebeaktuatoren 24, welche nicht näher dargestellt sind, geschaltet. Hierbei werden die Schaltkupplungen 10 axial auf der Getriebeeingangswelle 18 bzw. Getriebeausgangswelle 21 verschoben. Zur Betätigung der Getriebeaktuatoren 24 ist eine elektronische Steuereinrichtung (ECU) 15 vorgesehen. Die Steuereinrichtung 15 ist über Signalleitungen 23 mit den Getriebeaktuatoren 24 als auch mit der Kühlölversorgung sowie mit dem Schalthebel 22 verbunden. Die Steuereinheit kann sowohl Signale, wie z. B. Schaltsignale, welche vom Schalthebel 22 initiiert werden erhalten und verarbeiten, sowie mittels Steuersignalen die Getriebeaktuatoren ansteuern. Üblicherweise können Schaltsignale manuell vom Fahrer mittels des Schalthebels initiiert werden, oder aber im Falle eines automatischen Fahrmodus werden die Schaltsignale automatisch in Abhängigkeit von Fahrparametern generiert. Die Kühlölversorgung besteht im Wesentlichen aus einem Ölsumpf 26, aus welchem mittels einer Ölpumpe 11 über einen Ölfilter 25 mittels Ölleitungen 27 Kühlöl in die Lamellenkupplung gefördert werden kann. In der Fig. 1 dient eine Elektromaschine 13 als Antrieb der Ölpumpe 11. Die Ölpumpe kann aber auch über Zahnräder verbrennungsmotorisch vom Fahrzeugmotor angetrieben werden. Der Ölpumpe 11, welche hier als regelbare Pumpe ausgebildet ist, ist ein Wegeventil 14 nachgeschaltet. Das Wegeventil 14 wird von der Steuereinheit 15 angesteuert, und kann im Wesentlichen in zwei Schaltstellungen geschaltet werden. In der ersten Schaltstellung wird die Ölpumpe 11 über eine Ölleitung 27 mit der Lamellenkupplung 1 verbunden. In der zweiten Schaltstellung fördert die Ölpumpe 11 das ÖI zurück in den Ölsumpf 26. Durch Schalten des Wegeventils 14 kann also ein Kühlölstrom durch die Lamellenkupplung 1 freigeschaltet oder gesperrt werden. Um den Kühlölstrom durch die Lamellenkupplung 1 abzuschalten, ist es aber auch möglich, die Ölpumpe 11 mittels der Steuereinheit 15 direkt abzuschalten. In der hier dargestellten Ausführungsvariante kann mittels der Steuereinheit sowohl die Elektromaschine 13 als auch die regelbare Pumpe 11 sowie das Wegeventil 14 beeinflusst werden. Selbstverständlich sind nicht alle hier gezeigten Möglichkeiten, den Kühlölstrom abzuschalten, in Kombination nötig, um dies zu bewerkstelligen. Zum Anfahren des Fahrzeuges bei eingelegtem Anfahrgang wird mittels der Ölpumpe 11 und durchgeschaltetem Wegeventil 14 ein Kühlölstrom aktiviert. Das Kühlöl tritt über eine hier nicht näher dargestellte Drehdurchführung in die rotierende Lamellenkupplung 1 ein und durchströmt diese von radial innen nach radial außen, wobei durch geschicktes Leiten des Kühlöls sämtliche Reibflächen 2 des Lamellenpaketes durchströmt werden. Zum Anfahren wird die Lamellenkupplung mittels des Kupplungskolbens 28 betätigt, wobei die Reibflächen 2 der Außenlamellen 4 und der Innenlamellen 7 aneinander reiben und somit Drehmoment auf das Zahnradgetriebe 9 übertragen wird. Die dabei entstehende Reibleistung in Form von Wärme wird vom durchfließenden Kühlöl aufgenommen, wobei sich dieses erwärmt. Das erwärmte Kühlöl wird zurück in den Ölsumpf 26 geleitet. Reibleistung, welche abgeführt werden muss, entsteht so lange, solange die Lamellenkupplung 1 im Schlupf betrieben wird; die Außenlamellen 4, welche mit Motordrehzahl drehen, somit eine andere Drehzahl haben als die Innenlamellen 7. Zum Schalten in einen weiteren Gang wird mittels des Schalthebels 22 ein Schaltsignal an die Steuereinheit 15 übergeben. Diese schaltet erfindungsgemäß mittels des Wegeventils 14 oder durch Abschalten des Elektromotors 13 oder der Ölpumpe 11 den Kühlölstrom durch die Lamellenkupplung 1 ab und betätigt den Kolben 28 in Richtung Öffnen des Lamellenpaketes der Lamellenkupplung 1. Der alte Gang wird mittels seiner zugeordneten Schaltkupplung und des zugeordneten Getriebeaktuators 24 ausgelegt. Durch das Abschalten des Kühlölstroms fließt kein Kühlöl mehr zwischen den Reibflächen 2 der Lamellenkupplung 1 entlang und verursacht dadurch Schleppmomente, welche auf die Getriebeeingangswelle 18 übertragen werden. Zum Einlegen der neuen Übersetzungsstufe wird mittels der Steuereinheit 15 der zugehörige Getriebeaktuator 24 der Schaltkupplung 10 in Richtung Einrücken verschoben, welcher der neuen Übersetzungsstufe zugeordnet ist. Die hier symbolhaft dargestellten Schaltkupplungen 10 sind konusförmig ausgebildet und stellen Synchronisierungen dar, welche über konusförmig ausgebildete Reibflächen die Drehzahlen des Losrades und der zugehörigen Getriebewelle synchronisieren. Bei Drehzahlgleichheit des Losrades und der Getriebewelle wird dieses durch weiteres axiales Verschieben der Schaltkupplung 10 mit der Getriebewelle formschlüssig verbunden. Anschließend wird der Kühlölstrom mittels der Steuereinheit 15 wieder aktiviert und der Kolben 28 wird in Richtung Schließen der Lamellenkupplung 1 angesteuert.In Fig. 1 is a schematic representation of an engine 12 of a motor vehicle represented, which via the multi-plate clutch 1 torque to the gear transmission 9 can transmit. For this purpose, the internal combustion engine 12 by a first Connecting member 5 is connected to the outer disk carrier 3 of the multi-plate clutch 1. In the outer disk carrier 3, the outer disks 4 are arranged in a form-fitting manner. On the inner disk carrier 6 sit the inner plates 7, which with the outer plates 4 form a disk set. The inner disk carrier 6 is over the connecting member 8 fixedly connected to the transmission input shaft 18. The foreign and inner plates 4, 7 are arranged alternately and can by means of of the piston 28 are compressed. The piston 28 we usually hydraulically actuated, for which a pressure oil supply, not shown, is used. The Disc pack can also be compressed electromechanically. Upon actuation of the multi-plate clutch is on the friction surfaces 2 of the outer disk 4 and the inner disk 7 torque on the transmission input shaft 18th transfer. Parallel to the transmission input shaft 18 is the transmission output shaft 21 arranged. The gears, which on the transmission input shaft 18 and the Gear output shaft 21 sit and mesh with each other, form the gear ratios 20. Here, in each case a gear is designed as a ring gear, which be positively connected by means of the clutches 10 with the shaft can, on which it sits. The clutches 10 of the illustrated automated Drivetrain are by means of transmission actuators 24, which are not closer are shown switched. Here, the clutches 10 are axially on the transmission input shaft 18 and transmission output shaft 21 moved. to Actuation of the transmission actuators 24 is an electronic control device (ECU) 15 is provided. The control device 15 is connected via signal lines 23 with the transmission actuators 24 as well as with the cooling oil supply and with the Shift lever 22 connected. The control unit can both signals, such. B. Switching signals, which are initiated by the shift lever 22 receive and process, and control the transmission actuators by means of control signals. Usually Switching signals can be initiated manually by the driver by means of the shift lever or, in the case of an automatic driving mode, the switching signals automatically generated depending on driving parameters. The cooling oil supply consists essentially of an oil sump 26, from which means an oil pump 11 via an oil filter 25 by means of oil lines 27 cooling oil in the Multi-plate clutch can be promoted. In Fig. 1 is an electric machine 13 as a drive of the oil pump 11. The oil pump can also be via gears Internal combustion engine driven by the vehicle engine. The oil pump 11, which is designed here as a controllable pump, a directional control valve 14 is connected downstream. The directional control valve 14 is actuated by the control unit 15, and can be switched essentially in two switching positions. In the first Switching position, the oil pump 11 via an oil line 27 with the multi-plate clutch 1 connected. In the second switching position, the oil pump 11 promotes the oil back into the oil sump 26. By switching the directional control valve 14 can thus a Cooling oil flow through the multi-plate clutch 1 are enabled or disabled. To turn off the cooling oil flow through the multi-plate clutch 1, but it is also possible to turn off the oil pump 11 directly by means of the control unit 15. In the embodiment variant shown here, by means of the control unit both the electric machine 13 and the controllable pump 11 and the directional control valve 14 are influenced. Of course, not all are shown here Options to turn off the cooling oil flow, needed in combination to do this accomplish. To start the vehicle when the starting gear is engaged by means of the oil pump 11 and through-way valve 14, a cooling oil flow activated. The cooling oil enters via a rotary feedthrough not shown here in the rotating multi-plate clutch 1 and flows through them from radially inside radially outward, whereby by skilfully guiding the cooling oil all friction surfaces 2 of the disk pack are flowed through. To start the multi-plate clutch operated by the clutch piston 28, wherein the friction surfaces. 2 the outer disk 4 and the inner disk 7 rub against each other and thus torque is transmitted to the gear transmission 9. The resulting friction loss in the form of heat is absorbed by the flowing cooling oil, this heats up. The heated cooling oil is returned to the oil sump 26 directed. Frictional loss, which must be dissipated, arises as long as long the multi-plate clutch 1 is operated in the slip; the outer plates 4, which rotate at engine speed, thus have a different speed than the inner disks 7. To shift to another gear is by means of the shift lever 22 a Passing switching signal to the control unit 15. This switches according to the invention by means of the directional control valve 14 or by switching off the electric motor 13 or the Oil pump 11, the cooling oil flow through the multi-plate clutch 1 and actuates the Piston 28 in the direction of opening the disk set of the multi-plate clutch 1. Der old gear is assigned by means of its associated clutch and the associated Gear actuator 24 designed. By switching off the cooling oil flow flows no more cooling oil between the friction surfaces 2 of the multi-plate clutch 1 along and thereby causes drag torque, which on the transmission input shaft 18 are transmitted. To insert the new translation stage is by means of the control unit 15 of the associated Getriebeaktuator 24 of the clutch 10th shifted in the direction of engagement, which assigned to the new translation stage is. The clutches 10 symbolically represented here are conical trained and represent synchronizations, which over cone-shaped trained friction surfaces, the speeds of the idler gear and the associated gear shaft synchronize. With equal speed of the idler gear and the gear shaft This is achieved by further axial displacement of the clutch 10th positively connected to the transmission shaft. Subsequently, the cooling oil flow activated again by means of the control unit 15 and the piston 28 is in Direction closing the multi-plate clutch 1 driven.

In Fig. 2 ist der Antriebsstrang eines Kraftfahrzeuges gezeigt, welcher ein automatisiertes, lastschaltbares Doppelkupplungsgetriebe 17 sowie eine Mehrfachkupplungseinrichtung 16 aufweist. Hierbei sind in der Mehrfachkupplungseinrichtung 16 zwei Lamellenkupplungen radial ineinander geschachtelt, wobei jede einer Getriebeeingangswelle zugeordnet ist. Hierbei ist die radial äußere Lamellenkupplung 1 mit der inneren Getriebeeingangswelle 18 verbunden und die innere Lamellenkupplung ist mit der äußeren als Hohlwelle 19 ausgebildeten Getriebeeingangswelle verbunden. Die Übersetzungsstufen der ungeraden Gänge (1, 3, 5) werden mittels der inneren Lamellenkupplung 1 mit dem Verbrennungsmotor 12 verbunden. Die geraden Übersetzungsstufen (2, 4, 6) sind der radial äußeren Lamellenkupplung 1 zugeordnet. Das Kühlöl wird mittels einer Ölpumpe 111a, welche durch den Verbrennungsmotor 12 angetrieben wird, aus dem Ölsumpf 26, den Filter 25, mittels einem proportionalem Wegeventil 114 über eine nicht näher dargestellte Drehdurchführung zwischen der Mehrfachkupplungseinrichtung 16 und dem Doppelkupplungsgetriebe 17 in die Mehrfachkupplungseinrichtung 16 radial innen eingeleitet. Das Proportionalventil 114 ist über eine Signalleitung 23 mit der Steuereinheit 15 verbunden und wird von dieser angesteuert. Zum Kühlen der Reibflächen durchfließt es von radial innen nach radial außen die beiden Lamellenkupplungen 1 nacheinander. Dem Fachmann ist natürlich bekannt, dass man das Kühlöl mittels geeigneter Fluidleitanordnungen auch gezielt zu den zu kühlenden Lamellen führen kann. Zum Betätigen der Lamellenkupplungen 1 wird in bekannter Weise Drucköl über die Drehdurchführung in Kolbenräume der Kupplung eingeleitet, wodurch ein Betätigungskolben 124 a, b die Lamellenpakete, welche aus den Außen-, und Innenlamellen 7,4 gebildet werden, zusammendrückt. Das Drucköl wird über eine elektromotorisch angetriebene Druckölpumpe 111 b gefördert. Als Antrieb dient hierzu eine Elektromaschine 13, welche mit der ECU 15 verbunden ist und von dieser angesteuert wird. Die Pumpe fördert das Drucköl über ein Rückschlagventil 120 in einen hydraulischen Speicher 118, von wo aus es zu den proportionalen Druckregelventilen 116 gelangt. Weiterhin sind Drucksensoren 122 vorgesehen, welche den aktuellen Druck in den Kolbenräumen der Kupplungseinrichtung 16 an die ECU weitergeben. Diese kann mittels den generierten Druckwerten die Druckregelventile 116 ansteuern, mit welchen sie in elektrischer Verbindung über Signalleitungen steht.2, the drive train of a motor vehicle is shown, which is an automated, power shift dual clutch transmission 17 and a multiple clutch device 16 has. Here are in the multiple clutch device 16 two multi-plate clutches nested radially, each one Transmission input shaft is assigned. Here is the radially outer multi-plate clutch 1 connected to the inner transmission input shaft 18 and the inner Multi-plate clutch is connected to the outer formed as a hollow shaft 19 transmission input shaft connected. The gear ratios of the odd gears (1, 3, 5) be by means of the inner multi-plate clutch 1 with the internal combustion engine 12th connected. The straight gear ratios (2, 4, 6) are the radially outer multi-plate clutch 1 assigned. The cooling oil is conveyed by means of an oil pump 111a, which is driven by the engine 12, from the oil sump 26, the filter 25, by means of a proportional directional valve 114 via a not illustrated rotary feedthrough between the multiple coupling device 16 and the dual clutch transmission 17 in the multiple clutch device 16 introduced radially inward. The proportional valve 114 is via a signal line 23 connected to the control unit 15 and is driven by this. To the Cooling of the friction surfaces flows through the two from radially inward to radially outward Multi-plate clutches 1 in succession. The skilled person is of course aware that the cooling oil by means of suitable Fluidleitanordnungen also targeted to the can lead to cooling fins. To operate the multi-disc clutches 1 is in a known manner pressure oil on the rotary feedthrough in piston chambers of the Coupling initiated, whereby an actuating piston 124 a, b the disk sets, which are formed from the outer and inner plates 7,4, compresses. The pressure oil is via an electric motor driven pressure oil pump 111 b promoted. The drive is an electric machine 13, which with the ECU 15 is connected and is controlled by this. The pump delivers the pressure oil via a check valve 120 in a hydraulic accumulator 118, from where it gets to the proportional pressure control valves 116. Farther Pressure sensors 122 are provided, which the current pressure in the piston chambers the coupling device 16 to the ECU pass. This can by means of To control the generated pressure values, the pressure control valves 116, with which it is in electrical connection via signal lines.

Wird ein Schaltsignal generiert, z.B. mittels des Schalthebels 2, wird mittels der elektronischen Steuereinrichtung 15 das Proportionalventil 114 so geschaltet, dass die Ölpumpe 111 a das Öl im wesentlichen drucklos zurück in den Ölsumpf 26 fördert. Die Lamellenkupplung, welche der zu schaltenden Gangstufe zugeordnet ist, wird mittels Ansteuerung des zugehörigen proportionalen Druckregelventil 116 geöffnet, und die einzulegende Gangstufe mittels der zugehörigen Schaltkupplung 10 durch den Getriebeaktuator 24 eingelegt. Anschließend wird der Kühlölstrom durch Ansteuern des Ventils 114 wieder angeschaltet und eine Überschneidungsschaltung der beiden Lamellenkupplungen 1 durchgeführt. Hierbei wird durch Ansteuern der beiden Druckregelventile 116 die Lamellenkupplung 1 des neuen Ganges geschlossen und zeitgleich die Lamellenkupplung des alten Ganges geöffnet. Anschließend kann der alte Gang ausgelegt werden.If a switching signal is generated, e.g. by means of the shift lever 2 is by means of electronic control device 15, the proportional valve 114 is connected, that the oil pump 111 a, the oil substantially without pressure back into the oil sump 26 promotes. The multi-plate clutch, which assigned to the gear ratio to be switched is, by means of control of the associated proportional pressure control valve 116 opened, and the gear stage to be engaged by means of the associated Clutch 10 is inserted through the transmission actuator 24. Subsequently, will the cooling oil flow by driving the valve 114 turned on again and a Overlapping circuit of the two multi-plate clutches 1 performed. in this connection by driving the two pressure control valves 116, the multi-plate clutch 1 of the new gear closed and at the same time the multi-plate clutch of the old Ganges open. Then the old gear can be laid out.

Wird mittels der elektronischen Steuereinrichtung 15 eine Störung der Betätigungseinrichtung der Kupplungseinrichtung 16 erkannt, so steuert die Steuereinrichtung 15 das Wegeventil 114 erfindungsgemäß an, dass der Kühlölstrom zur Lamellenkupplung geleitet wird. Eine Funktionsstörung der Betätigungseinrichtung kann z. B. über die Drucksensoren 122 erkannt werden. In diesem Fall liefern die Drucksensoren Druckwerte, welche geringer sind als die einzustellenden Drücke in den Kolbenräumen der Lamellenkupplung 1. Die Ursache für solche Funktionsstörungen kann z. B. eine fehlerhafte Verbindung der Steuereinrichtung 15 mit den Druckregelventilen 26 sein. Weiterhin kann eine fehlerhafte Ansteuerung der Elektromaschine 13 oder ein Komplettaufall derselben die Ursache für die Funktionsstörung sein. Um dennoch eine Drehmomentübertragung zwischen dem Verbrennungsmotor 12 und den Antriebsrädern des Kraftfahrzeuges herzustellen und dieses in einem Notfahrbetrieb fortbewegen zu können, wird das Schleppmoment des Kühlöls, welches auf die getriebeseitig angeordneten Innenlamellen 7 wirkt, genutzt. Je größer der Kühlölstrom eingestellt wird, desto größer ist auch das resultierende Schleppmoment. Demnach ist es sinnvoll, den Kühlölstrom bei Funktionsausfall der Betätigungseinrichtung zu maximieren. Weiterhin ist das proportionale Wegeventil 114 so eingebaut, dass es im stromlosen Zustand so geschaltet ist, dass es den Kühlölstrom zur Mehrfachkupplungseinrichtung 16 leitet. So kann auch bei einem Totalausfall der elektronischen Steuereinheit 15, bei welcher das Wegeventil 114 nicht mehr angesteuert werden kann, eine Notfahrfunktionalität sichergestellt werden. Die verbrennungsmotorisch angetriebene Kühlölpumpe 111 a fördert hierbei das Kühlöl automatisch zu den Lamellenpaketen.Is by means of the electronic control device 15, a malfunction of the actuator the clutch device 16 is detected, so controls the controller 15, the directional control valve 114 according to the invention that the cooling oil flow to Multi-plate clutch is passed. A malfunction of the actuator can z. B. detected via the pressure sensors 122. In this case deliver the pressure sensors pressure values which are lower than those to be set Pressures in the piston chambers of the multi-plate clutch 1. The cause of such Malfunction can z. B. a faulty connection of the control device 15 be with the pressure control valves 26. Furthermore, a faulty control the electric machine 13 or a Komplettaufall the same cause be the malfunction. Nevertheless, a torque transmission between to produce the internal combustion engine 12 and the drive wheels of the motor vehicle and to be able to move this in an emergency drive is the drag torque of the cooling oil, which is arranged on the transmission side Inner fins 7 acts, used. The larger the cooling oil flow is set becomes, the greater the resulting drag torque. So it is makes sense to maximize the cooling oil flow in case of malfunction of the actuator. Furthermore, the proportional directional valve 114 is so installed so that it is switched in the de-energized state that it is the cooling oil flow to the multiple clutch device 16 passes. So can also in case of total failure the electronic control unit 15, in which the directional control valve 114 can no longer be controlled, a Notfahrfunktionalität ensured become. The internal combustion engine driven cooling oil pump 111 a promotes in this case, the cooling oil automatically to the disk packs.

Es ist weiterhin vorgesehen, dass das Schleppmoment nicht nur bei einer Funktionsstörung der Betätigungseinrichtung zur Drehmomentübertragung dient, sondern auch bei Vorliegen weiterer Betriebsparameter des Kraftfahrzeuges. Zum Beispiel kann bei Ankriechvorgängen oder Anrollvorgängen des Kraftfahrzeuges das mit dem Kühlöl erzeugte Schleppmoment dazu dienen, das von der Betätigungseinrichtung eingestellte Druckmoment der Kupplungseinrichtung genauer einzuregeln. Dies wird dadurch realisiert, dass die Größe des durch die Lamellen 4,7 fließenden Kühlölstrom mittels des Wegeventils 114 eingestellt wird. It is further envisaged that the drag torque not only in a malfunction of the actuator for torque transmission serves, but also in the presence of further operating parameters of the motor vehicle. For example, in case of Ankriechvorgängen or startup operations of Motor vehicle to serve the drag torque generated with the cooling oil, the set by the actuator pressure torque of the coupling device more precisely. This is realized by the fact that the Size of the flowing through the blades 4,7 cooling oil flow by means of the directional control valve 114 is set.

BezugszeichenlisteLIST OF REFERENCE NUMBERS

1.1.
Lamellenkupplungmulti-plate clutch
2.Second
Reibflächenfriction surfaces
3.Third
AußenlamellenträgerExternal disk carrier
4.4th
Außenlamellenouter disk
5.5th
Anschlussgliedconnection hub
6.6th
InnenlamellenträgerInner disk carrier
7.7th
Innenlamelleninner disk
8.8th.
Anschlussgliedconnection hub
9.9th
Zahnradgetriebegear transmission
10.10th
Schaltkupplungenclutches
11.11th
Ölpumpeoil pump
12.12th
Verbrennungsmotorinternal combustion engine
13.13th
Elektromaschineelectric machine
14.14th
Wegeventilway valve
15.15th
elektronische Steuereinheitelectronic control unit
16.16th
Mehrfach-KupplungseinrichtungMultiple clutch device
17.17th
DoppelkupplungsgetriebeDouble clutch
18.18th
GetriebeeingangswelleTransmission input shaft
19.19th
Hohlwellehollow shaft
20.20th
Übersetzungsstufentranslation stages
21.21st
GetriebeausgangswelleTransmission output shaft
22.22nd
Schalthebelgear lever
23.23rd
Signalleitungsignal line
24.24th
Getriebeaktuatortransmission operator
25.25th
Ölfilteroil filter
26.26th
Ölsumpfoil sump
27.27th
Ölleitungoil line
28.28th
Kolbenpiston
111a.111a.
KühlölpumpeCooling oil pump
111b.111b.
DruckölpumpePressure oil pump
114.114th
proportionales Wegeventilproportional directional valve
116116
proportionales Druckregelventilproportional pressure control valve
118.118th
Hydraulikspeicherhydraulic accumulator
120.120th
Rückschlagventilcheck valve
122.122nd
Drucksensorpressure sensor
124.124th
Druckkolbenpressure piston

Claims (12)

  1. Transmission system having a multiple disc clutch (1) with a cooling circuit, and having a gear mechanism (9) with a plurality of form-fitting clutches (10) in a drive train of a motor vehicle, the multiple disc clutch having an outer disc carrier (3) with outer discs (4) and a first connecting member (5) for the transmission of torque, having an inner disc carrier (6) with inner discs (7) and a second connecting member (8) for the transmission of torque, and the friction faces (2) of the multiple disc clutch (1) being cooled by a flow of cooling oil which can be controlled as a function of operating parameters of the motor vehicle, characterized in that the flow of cooling oil is switched off or at least reduced in preparation for the closure of a clutch (10) of the gear mechanism (9).
  2. Transmission system according to Claim 1,
    characterized in that the flow of cooling oil is provided by means of an oil pump (11) which is driven by the internal combustion engine (12) of the motor vehicle or by a separate electric machine (13).
  3. Transmission system according to Claim 2,
    characterized in that the flow of cooling oil through the multiple disc clutch (1) is switched off by the oil-pump drive being switched off and/or by a directional valve (14) being switched.
  4. Transmission system according to Claim 1,
    characterized in that the flow of cooling oil and the actuation of the clutches (10) is controlled by an electronic control unit (15).
  5. Transmission system according to Claim 4,
    characterized in that the control unit (15) can receive switching signals and thereupon switches off the flow of cooling oil through the multiple disc clutch (1).
  6. Transmission system according to Claim 1,
    characterized in that, after a clutch (10) has been closed, the flow of cooling oil through the multiple disc clutch (1) is switched on again.
  7. Transmission system according to Claim 1,
    characterized in that the multiple disc clutch (1) is arranged in a multiple clutch device (16) having at least two multiple disc clutches (1), and in that the gear mechanism (9) is configured as a power-shift dual-clutch gear mechanism (17).
  8. Transmission system according to Claim 7,
    characterized in that at least two multiple disc clutches (1) are arranged radially above one another, and in that the flow of cooling oil flows through the multiple disc clutches (1) from the radial inside to the radial outside.
  9. Transmission system according to Claim 1,
    characterized in that the operating parameters of the motor vehicle are gear-shift processes, clutch processes, starting-up processes, driving-off processes or crawling processes.
  10. Method for operating a drive train which belongs to a drive train of a motor vehicle and has the following:
    a drive unit (12), optionally in the form of an internal combustion engine (12), a gear mechanism (9) with a plurality of form-fitting clutches (10), and at least one multiple disc clutch (1) which is oil-cooled by a controllable flow of cooling oil and has an outer disc carrier (3) with outer discs (4) and a first connecting member (5) for the transmission of torque, and has an inner disc carrier (6) with inner discs (7) and a second connecting member (8) for the transmission of torque, characterized in that the flow of cooling oil is switched off or at least reduced in preparation for the closure of a clutch (10) of the gear mechanism (9).
  11. Method according to Claim 10, characterized in that an electronic control unit (15) switches off the flow of cooling oil along friction faces (2) of the multiple disc clutch (1) in reaction to a switching signal.
  12. Method according to Claim 11, characterized in that the electronic control unit (15) switches off the flow of cooling oil and subsequently closes the clutch (10).
EP02026125A 2002-09-12 2002-11-23 Multi-disc clutch Expired - Lifetime EP1398519B1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP03018439A EP1398520A3 (en) 2002-09-12 2003-08-14 Multi-disc clutch
DE10337556A DE10337556A1 (en) 2002-09-12 2003-08-14 Lamella clutch for motor vehicle drive train with cog gearbox with shape-locking shift couplings has cooling oil flow shut off or turned on depending on motor vehicle operating parameters

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10242288 2002-09-12
DE10242288 2002-09-12

Publications (3)

Publication Number Publication Date
EP1398519A2 EP1398519A2 (en) 2004-03-17
EP1398519A3 EP1398519A3 (en) 2004-04-28
EP1398519B1 true EP1398519B1 (en) 2005-10-26

Family

ID=31724676

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02026125A Expired - Lifetime EP1398519B1 (en) 2002-09-12 2002-11-23 Multi-disc clutch

Country Status (3)

Country Link
EP (1) EP1398519B1 (en)
AT (1) ATE307987T1 (en)
DE (1) DE50204691D1 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5005484B2 (en) 2007-09-29 2012-08-22 本田技研工業株式会社 Arrangement structure of clutch control device in power unit for saddle riding type vehicle
EP2042766B1 (en) * 2007-09-29 2011-02-23 Honda Motor Co., Ltd. Structure for disposing clutch control apparatus in power unit for saddle-ride type vehicle
US8216110B2 (en) * 2007-12-05 2012-07-10 Nissan Motor Co., Ltd. Shifting control system

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4856628A (en) * 1987-11-17 1989-08-15 Hino Jidosha Kogyo Kabushiki Kaisha Automated mechanical transmission system for use in commercial vehicles
JP3303670B2 (en) 1996-06-27 2002-07-22 トヨタ自動車株式会社 Lubrication structure of wet clutch
DE19800490C2 (en) 1997-01-31 2000-02-24 Audi Ag Device for cooling two multi-plate clutches arranged on a gear shaft
US5988335A (en) * 1998-06-02 1999-11-23 Caterpillar Inc. Control system for diverting oil from a clutch
DE19830951A1 (en) 1998-07-10 2000-01-13 Zahnradfabrik Friedrichshafen Multi-disc clutch in a power split transmission
US6098771A (en) 1999-05-03 2000-08-08 Case Corporation Clutch with on-demand cooling
US6189669B1 (en) 1999-08-24 2001-02-20 Borgwarner Inc. Multi-disk friction device having forced lubrication on demand
US6206163B1 (en) 1999-11-13 2001-03-27 Borgwarner Inc. Flow control capsule for clutch lubrication and cooling
DE10102874A1 (en) * 2000-11-17 2002-06-06 Zf Sachs Ag coupling system
DE10163404B4 (en) * 2001-12-21 2009-06-04 Zf Sachs Ag Method for controlling a clutch system with at least one multi-disc clutch arrangement

Also Published As

Publication number Publication date
ATE307987T1 (en) 2005-11-15
EP1398519A2 (en) 2004-03-17
DE50204691D1 (en) 2005-12-01
EP1398519A3 (en) 2004-04-28

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